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No. 393,367. Patented Nov. 27, 1888.

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UNITED STATES PATENT CFFI E.

HERMAN GUELS, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE AMERICAN BRAKE COMPANY, OF SAME PLACE.

FLUID-PRESSURE B'RAKE.

SPECIFICATION forming part of Letters Patent No. 393,367, dated November 27, 1888.

Application filed February 18, 1888. Serial No. 264,493; (No model.)

To all whom it may concern.-

Be it known that 1, HERMAN GUELS, a citizen of the United States, residing at St. Louis,

features to said system. systems an expansion-chamber or auxiliary 5c 'lar to the section shown in Fig. 1, but greatly enlarged. Fig. 4: is a plan or face view of the shell-section C, Fig. 3. Fig. 5 is a transverse section of shell-section D on the line war, Fig.

3. Fig. 6 is a section of the shell-section D on the line 3 3 Fig. 5. Fig. 7 is a detail sec tioual view of a portion of auxiliary reservoir R and the shell or valve V, showing the port leading from the reservoir to the air-brake valve.

Like letters and figures refer to like parts wherever they occur.

My present invention relates to the construction and mode of operating the air-valves of automatic fluid-pressure brakes; and the main features thereof are applicable to both the alternate system, or that wherein the brakes are applied and released by alternately admitting air under pressure to one side of the piston and then exhausting it therefrom, and also to the equilibrio system, or that wherein the piston when the brakes are off has an equal air-pressure on both sides, which equilibrium is destroyed in applying the brakes and restored to release the brakes. There are also other minor features which are especially applicable to the alternate system, and therefore I have-chosen to describe and illustrate the invention in connection with an air-brake valve and cylinderadapted to the first or alternate system, but do not intend to limit the main In these automatic reservoir and an air-valve (usuallya balanced valve) are used in conjunction with the brakecylinder, and the brakes are applied by reducing and released by restoring the pressure in the train-pipe.

The objects I have in view are, first, to pro- 5 vide means for rendering the air-valves sensitive and quick-acting, so that the brakes can be applied and released by the minium variation of pressure in the train-pipe; secondly,

and as a result thereof, to economize the stored 6o pressure in the main reservoir, or, in the absence of a main reservoir, that in the train-- pipe; and, third, to provide means whereby the brakes may be released after emergency stops, the breaking in two ofthe train, or other 6 considerable loss of pressure in the train-pipe without the necessity of raising the pressure in the train-pipe up to or above that in the expansion-chamber or auxiliary reservoir.

In all air-brake valves at present known to me the valves are actuated directly in one direction by the air or pressure in the trainpipe, and in the other by the air or pressurein the expansion-chamber or auxiliary reservoir,

and as a consequence the brakes, having been applied by reducing the air-pressure in the train-pipe, cannot be released until the airpressure in said train-pipe is raised above the maximum pressure in the system when the brakes, were applied. With such air-brake valves the reduction of pressure in the trainpipe necessary to apply the brakes is estimated at about ten (10) pounds for ordinary stops and about twenty (20) pounds (more or less) for emergency stops, and to release the brakes requires a corresponding increase of pressure in the train pipe, resulting in aproportionate drain on thestored powerin the main reservoir. As a result, in case of frequentstops or a number of emergency stops, there soon comes a time whenthe brakes cannot be released without resort to the pump and loss of time in restoring pressure in the main reservoir and system. Moreover, the amount of air (ten to twenty pounds) necessarily introduced into 5 the train-pipe to restore the equilibrium in the system requires time for its distribution. Consequently it frequently occurs, especially after emergency stops, that the brakes cannot be quickly released, even if released at all,

without using the pump. These conditions are at present overcome by bleeding the separate expansion-chambers or auxiliary reservoirs, which is slow, tedious, and results in great loss of pressure from the whole system. Moreover, the slowness of the bleeding method endangers the train in many cases where the imperative release of the brakes and movement of the train are demanded on account of approaching trains.

I obtain the objects which I have in view, and overcome the disadvantages and objections above set forth, first, by combining with a balanced air-brake valve, which is actuated by the pressure of the auxiliary reservoir or expansion-chamber and controls the cylinder ports,of what I term an equilibrium-valve, or secondary valve, provided with a separate air-chamber independent of the auxiliary reservoir,but which communicateswith the trainpipe,said secondary valve directly actuated by the pressure in the train-pipe, and which controls the balanced main valve, said main valve being moved in both directions (to either apply or release thebrakes) by the pressure of the res ervoir-air, and this embodies the main feature of my invention; second, I combine with the equilibrium-valve, actuated from the pressure in the train-pipe, a spring, 29, or its equivalent, a scalebeam mechanism of a character to maintain sufficient preponderance of power on the equilibrium-valve to hold it onexhaustport 6, or in a position which will prevent the release of the brakes when the pressure is low (or absent) in the train-pipe, and at the same time permit the substantial equalization of pressure between the train-pipe and airchamber of the equilibrium or secondary valve, so that the brakes can be released by a slight increase of pressure in the train-pipe without regard to the pressure in the auxiliary reser- VOlI'.

In addition to these broadly novel features there are minor features of invention applicable to the alternate system, all as will hereinafter more fully appear.

I will now proceed to describe my invention,

so that others skilled in the art to which it appertains may apply the same.

The well-known or any approved form of pump, main reservoir, and engineers valve may be employed in conjunction with the devicesshown in the drawings, and are not shown or described herein by me, because they are well known to those skilled in the art and the expansion-chamber or auxiliary reservoir; 1

R, an expansion-chamber or auxiliary reservoir; S, a brake-cylinder; K, the piston; k, the piston-rod which actuates the brakelever; I, the piston-spring to take off the shoe from the wheel, and 'V the air-brake valve by means of which air is admitted to the cylinder in applying the brakes.

Fig. 1 shows the parts above recited and the preferred relation and general arrangement thereof, and it is to be understood that each car of a train will be equipped with the devices shown in Fig. 1, or their equivalents. In said Fig. 1 is also shown a passage, 2,1eading from the air-valve V to the cylinder S, and though the same may be an outside pipe or an inside pipe, if desired, I prefer to cast said passage with the reservoir R. The passage 1, leading from the auxiliary reservoir It to the air-valve chamber, is shown in Fig. 7 in juxtaposition to Fig. 1 to more clearly indicate the relation of passages 1 and 2.

For a clearer illustration of the air-brake valve and equilibrium-valve see large detail section, Fig. 3.

The valve shellis divided into four (or more, if desired) sections, A, B, O, and D, of which the section D contains the air-brake valve applicable to the alternate system, or that in which the brakes are applied and released by alternately admitting and exhausting the air from the same side of the piston, which valve Ishall first describe. The section D of the valve-shell has a diaphragmehamber, 9, and a valvechamber, 10, connected by a passage, 11, through which passes the stem or body of main valve 12, ports or passages 1 and 3, (see Figs 3 and 5,) leading from the auxiliary reservoir or expansion-chamber to thediaphragmchamber, and a port or passage, 2, connecting the valve-chamber 10 and the cylinder. There is alsov a port or passage, 4, leading from the passage 1 to the opposite side of the diaphragm.

12 indicates the main valve, which is atwoseated air-valve, which may have a winged or tubular stem, as desired, and is secured to a diaphragm, G, by a disk, 13, with threaded stub 14 and an annular washerdisk, 15, or in any other suitable manner. The diaphragm l G is secured between the shell-sections C and D, and the valve is thus suspended, though it is evident a piston-valve could be substituted for the diaphragm valve thus formed. The valve 12 has one seat, 16, on the valve-shell, and the other seat, 17, 011 the hollow screwbushing 18, which forms the exhaust-port 19.

The valve above described,it will be noted, is controlled by the diaphragm G, both sides of which are in communication with the auxiliary reservoir through passages 3, 4, and 1, so that said main valve 12 is actuated by the air in the auxiliary reservoir or expansionchamber only and controls the admission of air from the auxiliary reservoir to the cylinder and the exhaust from the cylinder, and is not actuated in one direction by the pressure of the train-pipe air, as heretofore. This main valve is in turn controlled by a secondary valve, which is actuated by the air in the train-pipe, which I shall next describe, and which, in default of a better name, I have cases? a termed an equilibrium-valve, because it is used to maintain and destroy the equilibrium of pressure on the main valve proper,and thus shift said first-described valve by the pressure of air in the auxiliary reservoir. This second or equilibriu m valve is not limited-to use with air-valves for the alternate system, but is of general use in all systems using automatic airvalves. Said equilibrium-valve is contained within the sections A, B, and C of the shell, of which A is the cap-section, having a port or ports, 23, by which it communicates through branch pipe M directly with trainpipe T. B is a cylinder or air-chamber, and 0 contains the secondary valve-chamber proper and the ports or passages leading thereto. The shell-section 0 (see face or plan view, Fig. 4, and sectional View, Fig. 3) is provided with a valve chamber, 24, closed by gland 25, held by nut 26, and said chamber 24 communicates with the auxiliary reservoir or expansionchamber by passage 4, which joins passage 1, and also with chamber 27 over the balanced main valve 12 by ports or passages 5. (See Figs. 3 and 4.) Chamber24 has exhaust port or passage 6, which,together with passage 4, is

controlled by the two-seat secondary valve 28.

28 indicates the equilibrium or secondary valve, the stern of which passes through gland 25, and is secured at its upper end to a spring, 29, which is in turn secured at its upper or other end bya hollow tube, 30, having a disk or flange, 31, and by a disk-nut, 32, to a diaphragm, F, held between the sections A B of the shell.

The tube 30 may be turned out to form a seat for a slight spring, 33, and is shaped below to form a valve-seat, 34, fora valve, 35,whose stem 36 passes through tube 30, and is secured by a nut, 37,in the under surface of which,or in the tube 30,grooves or ports may be formed so that the valve 35 will always be free to open and permit air to pass from chamber 38on one side ofthe diaphragm F to chamber 39 on the other side of said diaphragm. It will be evident that the shell into two chambers, 38 and 39,which are in communication with each other and wit-h the train-pipe, but are not in communication with the expansion-chamber or auxiliary reservoir,so that chamber 39 will always contain air at the maximum pressure when the brakes are off; therefore the slightest variation (or any predetermined variation controlled by the power or force of spring 33) in the train pipe will actuate equilibrium or secondary valve 28,as diaphragm F must respond to any variation in the train-pipe,and the movement of secoud'ary valve 28 must destroy the equi- R, the cylinder, the diaphragm-chamber 9, (all of which communicate by means of branch pipeM and passages 1 and 3,) forming thesystem, to be charged with air at seventy (70) pounds pressure, the exhaust being open, the

cylinder 8 being empty, and the brakes off, as

shownin Fig. 1. At the same time the chambers 38 and 39 of the equilibrium or secondary valve, which are. in communication with the train-pipe T, (but not with the system before mentioned,) are also charged, the chamber 38 to the same pressure as the trainpipe, or seventy (70) pounds, and the chamber 39 to the same, less the power of the spring 33 of reducing-valve 35. The equilibrium or secondary valve being in the position shown in Fig. 3, so that the pressure of the air in the reservoir R holds the main valve 12 on its seat 16, and cuts the reservoir off from the cylinder, the exhaust port 19 being open to apply the brakes the en ineers valve is moved to L )3 allow a slight escape of pressure from the train-pipe T, which instantly effec s a slight reduction in chamber 38 of the equilibrium or secondary valve, the expansion of the air in the virtually-closed chamber 39 lifts the secroc ondary valve 28 and opens port 4, closing exhaust 6, and admitting the auxiliaryreservoi r pressure through passage 4, chamber 24, and passages 5 to chamber 27 on the opposite side of diaphragm G, thus shifting main valve 12 05 and bringing it on seat 17, so as to close the exhaust-port 19 and open port or passage 2, leading to the cylinder, thus applying the brakes. The loss from the train-pipe in ap- 's/v To Iro plying the brakes has been very slight. release the brakes, the pressure is restored in the train-pipe T from the main reservoir or otherwise, and the pressure in chamber 38 being instantly raised when it reaches a slight excess over the pressure in chamber 39, will open valve 35, restore the equilibrium of pressure,allow diaphragm F to sink and equilibrium or secondary valve 28 to close passage 4, leading to auxiliary reservoir R, open exhaust-passage 6, so that chamber 27 can ex- I20 haust through passages 5, &c., and the pressure from the auxiliary reservoir R,being then only in chamber 9 on the opposite side of diaphragm F, causes main valve 12 to leave seat 17 and open exhaust-port 19 and seat itself on seat 16, thus cutting off the auxiliary reservoir R from the cylinder and releasing the bsakes.

Returning to the consideration of the equilibrium or secondary valve, on which the sen- 13o sitive action of the brake mainly depends, it will be noticed that the air in chamber 39, having no communication with that in the auxiliary reservoir, is subject to little loss of 4 steam power, (or little chance of expansion,) and its power is substantially constant; that it is the power of the air in chamber 39 which,through the movement of equilibrium or secondary valve 28, controls the movement of the main valve 12; that the pressure in this chamber 39 will be substantially the same as that in chamber 38 and the train-pipe, (less the power of reducing-spring 33.) Consequently the increase or reduction of pressure in the trainpipe necessary to release or apply the brakes will depend on the force of springs 33 and 29, (or their equivalent,) and may be made five pounds, which is preferred, or one-half pound, if desired.

Another important feature is the spring 29, connecting the equilibrium or secondary valve 28 and the diaphragm F (or disk 31) or its equivalent, a scalebeam leverage connection, the function of which is to yield when the pressure due to expansion of air in air-chamber 39 exceeds the pressure in chamber 38 and the train-pipe by any given amount, (said amount being the power of spring 29,) and permit the diaphragm F to move until the stem 36 of valve strikes cap Aand unseats valve 35, and thus allows the air of chamber 39 to escape into chamber 38-or, in other words, to weigh off or reduce the pressure in chamber 39 to near that of chamber 38 or trainpipe T. The importance of this feature is evident when the train breaks in two or when a considerable reduction of pressure has been suddenly made in the train-pipe in applying the brakes and it is desired to quickly release the brakes. In either case the sudden reduction of pressure in the train-pipe or in chamber 38 permits the diaphragm to be correspondingly pressed upon by the expansion of the air in chamber 39. Now, if the connection of the equilibrium or secondary valve and diaphragm F were unyielding and .110 means were provided for reducing the pressure in chamber 39, the expansion chamber or auxiliary reservoir would have to he bled, as is now commonly done, or the pressure in the train pipe would have to be raised to a point above that in the system before the brakes could be released. In case of a sudden or great reduction of pressure in train-pipe T or chamber 38, the expansion of the air in chamber 39 forces the diaphragm F over and unseats valve 35, as before specified, and the air in chamber 39 escapes until it is but slightly in excess of the pressure in train-pipe T. Spring 29 then acts and restores the diaphragm F to its normal position, and as the difference between the pressurein the chamber 39 and that in the train-pipe has been reduced to a minimum it is evident that by slightly raising the pressure in the train-pipe the equilibriumvalve 28 can be operated and the brake released. This feature of a quick release of the brakes without bleeding the auxiliary reservoirs or loss of air in the system under the conditions specified is considered very important, becauseit is at all times possible for the engineer to release the brakes without bleeding the reservoir.

Having thus described the nature, advantages, and operation of my invention, what I claim, and desire to secure by Letters Patent, lS-

1. In a fluid-pressure brake system ,the combinatiomwith a train-pipe, a brake-cylinder, and an auxiliary reservoir, of a main valve actuated by the reservoir-air for controlling the ports leading to the cylinder and reservoir, an independent reservoir which commumunicates with the train-pipe only, and a secondary valve which controls the main valve and is controlled by the air of the said independent reservoir and train-pipe, substantially as and for the purposes specified.

2. In a fluid-pressure brake, the combination, with a cylinder, an auxiliary reservoir, and a train-pipe, of a balanced main air-valve, an exhaust'port, as at 6, leading to one side of the main valve, so that said main valve is actuated in both directions by the air of the auxiliary reservoir only, and a direct valved connection or branch pipe leading from the train-pipe to the auxiliary reservoir,whereby the auxiliary reservoir may be charged independently of the valve-chamber, substantially as and for the purposes specified.

3. I u a. fluid-pressure brake system,the combination, with a cylinder and auxiliary reser voir and a trainpipe, of a main valve inter posed between the auxiliary reservoir and cylinderforcontrollingthecylindcr-ports,saidvalve actuated by the reservoirair, a secondary valve for controlling the main valve, an independent air-chamber for controlling the secondary valve, which chamber communicates with the train-pipe,and anindependent branch pipe, m, which connects the auxiliary reservoir directly with the train-pipe, said branch having a check-valve, substantially as and for the purposes specified.

4. Inafinid-pressurebrake,thecombination, with a cylinder, an auxiliary reservoir,atrainpipe, and a main valve for controlling the cylinder-ports, of an independent air-reservoir which communicates only with the train-pipe, adiaphragm arranged in said independent airrescrvoir so as to vibrate with the change of pressure in the train-pipe, a secondary valve connected to and moving with said diaphragm, and a port or passage, as at 4, which leads from the auxiliary reservoir to one side ofthe main valve and is controlled by said secondary valve, substantially as and for the purposes specified.

5. In a fiuid-prcssure brake system, the combination, with a cylinder, an auxiliary reservoir, a train-pipe, and a main valve ior controlling the cylinder and reservoir-ports, of an independent reservoir connected only with the train-pipe, a diaphragm arranged in said independent chamber so as to vibrate with the changing pressure in the train-pipe, a secondary valve actuated from the diaphragm, and a reducing-valve arranged in the passage which Connects the independent reservoir and the train-pipe, substantially as and for the purposes specified.

6. In a fluid-pressure brake system,tl1e coni bination, with a cylinder, an expansion-chamber or auxiliary reservoir, a train-pipe, and an air-valve, of an air-chamber which connects with the train-pipe, a diaphragm arranged in said chamber and provided with a check and reducing valve, an equilibrium-valve, and a yielding connection between the equilibriumvalve and diaphragm, substantially as and for the purposes specified.

7. In a fluid-pressure brake system,the combination, with a cylinder, an expansion-chamber or auxiliary reservoir, an equilibrium valve, and a train-pipe, of a valveshell having two communicating chambers, with ports leading to the auxiliary reservoir, the cylinder,

20 and an exhaust, and a twoseated valve suspended in the valve-shell so as to be actuated by the air in the auxiliary reservoir only, substantially as and for the purposes specified. 8. In a fluid-pressure brake, the combination, with a cylinder, an auxiliary reservoir, and a balanced valve actuated by the reservoir-air, of an independent secondary valve actuated by the train-pipe air, and an exhaustport, 6, leading therefrom to shift the pressure of the auxiliary reservoir on the main valve and destroy its balance, substantially as and for the purposes specified.

In testimony whereof I affix my signature, in presence of two witnesses, this 15th day of February, 1888.

HERMAN GUELS. Witnesses:

F. W. BITTER, J r. EDWIN S. CLARKSON. 

